JPH0429886B2 - - Google Patents

Description

[Detailed description of the invention]

[Field] The present invention relates to an automatic clutch control device for a vehicle that can always detect a proper half-clutch and control the clutch engagement load from release to engagement in accordance with engine torque. [Prior Art] Conventionally, an automatic clutch control device for a vehicle is provided in a vehicle engine intake pipe, a bypass intake pipe of the engine intake pipe (intake manifold), and the bypass intake pipe, and operates a power cutoff clutch. an intake negative pressure servo having an atmospheric chamber and a negative pressure chamber;
an atmosphere-negative pressure switching valve that is provided at the intake manifold side end of the bypass intake pipe and switches the bypass intake pipe to the negative pressure chamber between the atmosphere side and the intake manifold negative pressure side; A flow control valve provided between the pressure servo, a shift lever having a shift knob signal and a shift position signal, and a shift knob signal and a shift position signal of the shift lever are input, and the flow rate control valve and the atmospheric pressure switching valve are inputted. It consists of a valve and an electronic control device that controls the valve. In this type of gear, when the shift lever is squeezed, the shift knob signal turns ON, the atmospheric negative pressure switching valve operates, and the negative pressure in the engine intake pipe pulls the diaphragm of the intake negative pressure servo in the opposite direction to the release fork, disengaging the clutch. . When the gear shift is completed and the shift position signal sensor turns ON, the atmosphere/negative pressure switching valve turns OFF, and the atmosphere flows into the intake negative pressure servo.
The vacuum servo diaphragm returns to connect the power cutoff clutch. The speed and speed (half-clutch) control of power cutoff clutch connection is controlled by a negative pressure servo switch sensor,
This is done by a flow control valve. In other words, the intake negative pressure servo switch sensor determines the half-clutch point, and the diaphragm of the intake negative pressure servo is quickly returned to the half-clutch point, and after that, the atmospheric The flow rate is adjusted by a flow control valve to control the connection of the power cutoff clutch. However, since the engagement speed of the power cutoff clutch after half-clutching is constant, if the engine torque suddenly increases and the power cutoff clutch is not fully engaged, the power cutoff clutch may slip undesirably. [Object of the Invention] An object of the present invention is to provide an automatic clutch control device for a vehicle that eliminates slippage of a power cutoff clutch after half-clutching and allows optimal clutch engagement. [Configuration of the Invention] The automatic clutch control device for a vehicle of the present invention comprises: a fluid pressure source; a fluid pressure actuator that releases or engages a power cutoff clutch; a servo pressure supply mechanism that supplies fluid pressure to the actuator; Engine components include actuator fluid pressure sensors, torque transducers that convert engine output shaft torque into electrical signals, and intake negative pressure sensors that detect engine intake negative pressure that changes in response to engine output shaft torque. It consists of an output shaft torque sensor, and an electronic control device that receives the outputs of the fluid pressure sensor and the throttle opening sensor as input and controls the servo pressure supply mechanism.The electronic control device controls the half-clutch from the output of the fluid pressure sensor of the actuator. The present invention is characterized in that the clutch engagement load from half clutch to fully engaged clutch is detected and adjusted by controlling a hydraulic servo pressure supply mechanism in accordance with engine torque. [Effects of the Invention] With the above configuration, the automatic clutch control device for a vehicle of the present invention has the following effects. (b) By converting clutch engagement after half-clutching into engine torque, slippage of the power cutoff clutch due to sudden increase in engine torque is eliminated,
Achieve optimal clutch engagement. (b) Since the engagement of the power cutoff clutch after half-clutching is controlled by the negative pressure level of the intake manifold, slippage of the power cutoff clutch due to sudden depression of the accelerator can be eliminated. In addition, the engagement speed of the power cutoff clutch can be changed depending on the negative pressure level of the intake manifold, so that optimal clutch engagement can be obtained at any time. [Embodiment] The automatic clutch control device of the present invention will be explained based on an embodiment shown in the drawings. FIG. 1 shows a front engine, front drive vehicle transmission using a hydraulic fluid coupling according to an embodiment of the present invention. This vehicle transmission includes a power transmission device 100, a gear transmission 200 for five forward speeds and one reverse speed, a differential mechanism (not shown), and a transmission case 300 housing these. The power transmission device 100 includes a free coupling (hereinafter referred to as a coupling) 110, a power cutoff clutch (hereinafter referred to as a clutch) 130 of a power cutoff device provided inside the freewheel coupling (hereinafter referred to as a clutch), and a power cutoff clutch (hereinafter referred to as a clutch) 130 provided on the inner side of the coupling 110. In the example, a direct coupling clutch 150 provided on the engine side (right side in the figure, hereinafter referred to as the right side), an oil pump 170 provided between the input member and output member of the coupling 110, and the clutch 130 are used. and a servo mechanism 190 for releasing and engaging. The coupling ring 110 connects the input shaft 101 of the power transmission device 100 to the crankshaft of the engine.
A front cover 111 connected to the drive plate 102 via the drive plate 102;
An annular plate-shaped rear cover 11 welded to 1 at the outer periphery.
0A, the pump blade 113 provided around the inner peripheral wall surface of the rear cover 110A, the pump blade 1
Turbine blade 11 arranged opposite to 13
4, and a turbine runner 115 holding the turbine blade 114. At the center of the front cover 111 is a pilot boss 105 that fits into a pilot hole 104 provided at the center of the end surface of the input shaft 101, with a large diameter part near the engine, and a pilot boss 105 that fits into a pilot hole 104 provided at the center of the end face of the input shaft 101, and a pilot boss 105 that fits into a pilot hole 104 provided at the center of the end face of the input shaft 101. The tip of the left side (hereinafter referred to as the left side) is the drive shaft 106 of the oil pump 170, and the middle is the drive shaft 106 of the oil pump 170.
A central shaft 108 serving as a disk plate holding shaft 107 that supports an oil pump cover 177 fixed to the shaft 70 so as to be slidable in the rotational direction is provided therethrough. Further, a cylindrical portion 111C is provided on the outer circumference of the inner wall of the front cover 111 and has a frictional engagement surface 111A orthogonal to the axis. The clutch 130 has an inner spline 1 on the inner circumference.
33 is formed, and a hub-shaped portion 116 of the turbine runner 115 is welded to the left end in the figure on the outer periphery, and a guide that centers the damper drive plate 158B, which is the output member of the direct coupling clutch 150, so as to be slidable in the rotational direction. A clutch drum 134 to which a sleeve 144 is press-fitted, an inner periphery fixed to the oil pump body 170A, a damper spring 157 provided on the outer periphery, a front damper plate 158C holding this, and a friction engager on the outer periphery. Equipped with a direct coupling clutch 150
The damper drive plate 1 is an output member of
58B is attached, and the left side of the central part in the figure supports the pressing force of the diaphragm spring 197, and the right side transmits the pressing force of the diaphragm spring 197, and is supported rotatably with the front cover 111, and is attached to the front cover 111. Bearing race 161 of thrust bearing 160
a damper driven plate 158A which is in contact with the clutch drum 134 and is fixed so as to be orthogonal to the clutch drum 134; a hub portion 135 which is spline-fitted to the output shaft 103 of the power transmission device 100;
Inner spline 1 of the clutch drum 134
a clutch hub portion 137 having an outer peripheral spline 136 formed at a position corresponding to 33; and the hub portion 1
Clutch disc wheel 13 consisting of a disc part 138 connecting a clutch hub part 137 to a clutch disc wheel 13.
9, and a plurality of clutch plates 141 whose outer peripheries are spline-fitted to the clutch drum 134.
and the inner periphery is the clutch disc wheel 139.
is spline-fitted to the clutch hub portion 137 of the
It consists of the clutch plates 141 and clutch disks 143 stacked alternately. The direct coupling clutch 150 includes a friction engagement surface 111A formed on the inner peripheral surface of the front cover 111 and a friction engagement element 400 supported by a damper drive plate 158B. In this embodiment, an internal gear pump is used as the oil pump 170, and the clutch disk wheel 1
39 between the oil pump cover 177 and the disc portion 138 of the clutch disc wheel 139. This oil pump 170
is the oil pump cover 17 at the outer peripheral portion.
7 and whose inner periphery is loosely fitted to the tip small diameter portion 103B of the output shaft 103 of the power transmission device 100 via an oil seal 175, and the thrust bearing 1
The oil pump body 170A is in contact with the disc portion 138 of the clutch disc wheel 139 via the clutch disc wheel 139, and the oil pump body 170
An internal gear 172 is rotatably fitted into a gear room provided on the side of engine A, an external gear 171 is spline-fitted to the tip of the central shaft 108, and an external gear 171 is formed at the center of the output shaft 103. Suction port 1 connected to oil passage 103A and communicating between oil pump cover 177 and front cover 111
It consists of 74. The servo mechanism 190 of the clutch 130 includes a release rod 191 connected to a servo mechanism operated by automatic supply and discharge of intake pipe negative pressure or oil pressure.
, a release fork 192 rotated around a fulcrum 193 by the release rod 191, and a bearing 19 supported by a flange 194 abutting the tip 192A of the release fork 192.
5, a sliding sleeve 196 fitted into the bearing 195, and an inner peripheral edge of the rear cover 11 at the right end of the sliding sleeve 196.
A diaphragm spring 197 rotatably locked around a protrusion 110B of 0A as a fulcrum, and a pressing ring 199 that is engaged with the outer peripheral edge of the diaphragm spring 197 and presses the clutch 130 via a thrust bearing 198. As a result, the clutch 130 is automatically released and engaged. The gear transmission 200 has a known configuration, with the output shaft 103 of the power transmission device 100 serving as an input shaft, an output shaft 201 parallel to the input shaft, and switching between a first speed and a second speed. Dog clutch 202 for 3rd and 4th gear
The dog clutch 203 and the fifth
The speed switching dog clutch 204 has a reverse gear (not shown). This power transmission device 100 operates as follows. The servo mechanism 190 of the clutch 130 causes the release fork 192 to move to the fulcrum 19 when the release rod 191 is operated manually or automatically to the left in the figure.
3 to displace the sliding sleeve 196 toward the engine via the bearing 195. As a result, the sliding sleeve 196 causes the center of the diaphragm spring 197 to bulge out toward the engine, and the pressing ring 199 connected to the outer periphery of the diaphragm spring 197 is displaced to the left in the figure. This action causes clutch 13
0 is freed. In this state, the power is cut off by the clutch 130, allowing the gear transmission 200 to perform a speed change operation. When the release rod 191 is operated manually or automatically in the right direction in the figure, the sliding sleeve 1
96 is displaced to the left in the drawing by the return force of the diaphragm spring 197, the pressing ring 199 is pressed against the engine, the clutch 130 is engaged, and the input shaft 101 and output shaft 103 of the power transmission device 100 are
are connected via a coupling 110. In this embodiment, a fluid coupling is used as the fluid coupling, but a torque converter or the like may also be used. It goes without saying that it can also be used in other power transmission devices. Next, the automatic clutch control device will be explained based on FIGS. 1 and 2. In this embodiment, a vehicle automatic clutch control device 1
is provided in the air cleaner 11a and intake manifold 11b mounted on the engine, and the bypass intake pipe 13 of the piping 12 from the air cleaner, and is a system that utilizes the negative pressure of the intake manifold 11b to engage or release the clutch 130. An intake negative pressure servo 2 (hereinafter abbreviated as negative pressure servo) which is a fluid pressure actuator, a servo pressure supply mechanism 3 that controls negative pressure, a negative pressure sensor 6 that detects the negative pressure of the negative pressure servo 2, and the negative pressure sensor. 6 and an electronic control device (computer) 8 that inputs the output of the negative pressure sensor 9 for engine control and controls the servo pressure supply mechanism 3. As shown in FIG. 1, the negative pressure servo 2 includes a case 211 consisting of a metal left case 211a and a right side case 211b, a diaphragm 212 made of two polyester fibers covered with a rubber-like elastic material,
A coil spring 214 that applies a restoring force to the diaphragm 212, and a diaphragm support 216 and support member 2 fixed to the center of the diaphragm 212 and the center of the left case 211a, respectively.
17, the diaphragm support 216 is fixed at the center to an actuation rod 220 connected to the release rod 191, and the support member 217 is attached to the left end 21 of the actuation rod 220 in the drawing.
8 is slidably supported. diaphragm 21
2 and the left case 211a constitute a negative pressure chamber 221, and the diaphragm 21
2 and the right case 211b constitute an atmospheric chamber 222. Negative pressure chamber 22
1 and the atmospheric chamber 222 are the negative pressure side piping 13a and the atmospheric side piping 13b of the bypass intake pipe 13, respectively.
It is connected with. The servo pressure supply mechanism 3 controls the flow rate to the negative pressure servo 2 using a signal from the electronic control device 8 as shown in FIG. The valve body 41 has two lands 41A and 41B, and the spring 4
2, a flow control valve 4 having a flow path 43 communicating with the negative pressure side pipes 13a and 13c, and an electronic control device 8.
Negative pressure side piping 13c to flow control valve 4 with a signal from
is switched to the atmosphere side and to the negative pressure side, and when the signal from the electronic control device 8 is turned ON, the negative pressure side piping 1 to the flow control valve 4 is switched to the atmospheric side and the negative pressure side.
3c is connected to the negative pressure side, OFF is connected to the atmosphere side, and 2
a valve body 51 having two lands 51A, 51B;
Spring 52, negative pressure side pipe 13c, and atmospheric side pipe 12a
Or a flow path chamber 53 that communicates with the negative pressure side pipe 12b.
and an atmosphere/negative pressure switching valve 5 equipped with an electromagnetic coil 54. The electronic control device 8 is a computer and has a known configuration, and in addition to input signals from the negative pressure sensor 6, it is H-type and has seven setting positions: 1, 2, 3, 4, 5, R, and N. This is a signal that indicates the position of the shift lever 7, which has a
, all other signals are OFF, and when it is in neutral (N), all signals are OFF.The shift lever position signal 71 and the shift knob 72 of the shift lever 7 are in the push direction (upward direction in the figure) or the pull direction (in the figure). The servo pressure supply mechanism 3 is also controlled by inputting a shift knob signal 73 that turns OFF when force is applied (downward). The operation of the present invention will be explained. During normal driving, when the driver changes speed from the current reduction ratio to a desired reduction ratio (for example, from 1st to 2nd speed), the negative pressure sensor 6 and the shift lever position signal 7
1. Based on the shift knob signal 73, the electronic control device 8 controls the flow rate control valve 4 and the atmospheric/negative pressure switching valve 5 to release and engage the clutch 130, thereby achieving a shift.

[Table] (a) Engagement → Disengagement When the driver shifts from 1st gear (1) to 2nd gear (2), when the driver puts his hand on the shift lever 7 and applies force in the pulling direction, the shift knob signal 73 changes as shown in Table 1. and third
As shown in Figure 3A, the pulling direction is turned OFF, and the electronic control device 8 controls the flow rate control valve 4 and the atmospheric/negative pressure switching valve 5 as shown in Figure 3C and G to move the negative pressure servo 2 into the negative pressure chamber. Negative pressure is introduced to 221. By applying current to the flow rate control valve 4 to increase the flow rate of the negative pressure side pipes 13a, 13c and turning on the atmospheric/negative pressure switching valve 5, the negative pressure side pipe 13c and the negative pressure side pipe 12b are connected, and the negative pressure side pipe 13c of the intake manifold 11b is connected. The pressure is guided to the negative pressure chamber 221 of the negative pressure servo 2. When the shift lever 7 is in neutral (N), the shift lever position signal 71 is as shown in Fig. 3A.
OFF, and at this time, the diaphragm 212 of the negative pressure servo 2 is pulled to the left in the figure by the differential pressure with the atmospheric chamber 222. The release rod 191 is pulled out by 6 mm as shown in Figure 3 O, and the release rod 1
91 has a release rod load of 72Kg or more as shown in Figure 3D. At this time, the negative pressure sensor 6
The negative pressure level in the negative pressure chamber 221 of the negative pressure servo 2 is converted into an electrical signal as shown in FIG. 5, and output to the electronic control unit 8. After performing this operation, the clutch 130 is released. (b) Release → Engagement When the driver shifts the shift lever 7 to 2nd speed, the 2nd speed of the shift lever position signal 71 turns ON as shown in Table 1 and FIG. 3A. The electronic control device 8 turns off the atmospheric/negative pressure switching valve 5 as shown in FIG. Atmospheric air is introduced into the negative pressure chamber 221 of the negative pressure servo 2. At this time, the negative pressure level shown in FIG. 3F in the negative pressure chamber 221 of the negative pressure servo 2 is checked, and the half-clutch point B (point A in FIG. 4) is detected. After the half-clutch point, the electronic control device 8 checks the negative pressure level of the intake manifold 11b using the engine control negative pressure sensor 9, detects the engine torque from the output, and sends the detected engine torque to the flow control valve 4 as shown in FIG. Control the current. For example, when the intake manifold negative pressure is low, the stroke speed of the release rod 191 is slowed down as shown by the solid line in Fig. 3, and the intake manifold 1
If the negative pressure at 1b is high, the stroke speed of the release rod 191 is increased as shown by the broken line in FIG. Speeds other than first and second speeds operate in the same manner.

[Brief explanation of drawings]

FIG. 1 is a sectional view of a power transmission device incorporating a clutch according to the automatic clutch control device for a vehicle according to the present invention, FIG. 2 is a block diagram of the automatic clutch control device for a vehicle according to the present invention, and FIG. FIG. 4 is a release rod characteristic graph of the automatic clutch control device for a vehicle according to the present invention; FIG. 5 is a negative pressure sensor for the automatic clutch control device for a vehicle according to the present invention. The output graph, FIG. 6, is a graph showing the relationship between intake manifold negative pressure and flow control valve current. In the figure, 1...Automatic clutch control device for vehicle, 2
...Fluid pressure actuator (negative pressure servo), 3...
...Servo pressure supply mechanism, 4...Flow rate control valve, 5...
Atmospheric-negative pressure switching valve, 6... Negative pressure sensor, 9...
Negative pressure sensor for engine control.

Claims (1)

[Scope of Claims] 1. A fluid pressure source, a fluid pressure actuator that releases or engages a power cutoff clutch, a servo pressure supply mechanism that supplies operating fluid pressure to the actuator, and a fluid pressure sensor of the actuator; It consists of an output shaft torque sensor of the engine, and an electronic control device that receives the outputs of the fluid pressure sensor and the output shaft torque sensor as input and controls the servo pressure supply mechanism, and the electronic control device outputs the output of the fluid pressure sensor of the actuator. Automatic clutch control for a vehicle, characterized in that it detects a half-clutch from the position and adjusts the clutch engagement load from half-clutch to full clutch engagement by controlling the servo pressure supply mechanism according to the output shaft torque. Device. 2. The fluid pressure source is a vehicle engine intake pipe, and the fluid pressure actuator is an intake negative pressure servo connected to a bypass intake pipe of the engine intake pipe and having an atmospheric chamber and a negative pressure chamber, and the servo The pressure supply mechanism is provided on the engine intake pipe side of the bypass intake pipe, and includes an atmospheric/negative pressure switching valve that switches the negative pressure chamber between an atmospheric side and a negative pressure side, and the atmospheric/negative pressure switching valve and the intake negative pressure. 2. The automatic clutch control device for a vehicle according to claim 1, further comprising a flow control valve provided between the clutch control valve and the servo.